Aircraft privacy door and door frame assembly

ABSTRACT

A privacy door assembly for installation in an aircraft relative to a flight deck door of the aircraft includes a door frame having a first post and a second post, where the second post comprises a latch recess. The privacy door assembly also includes a privacy door rotatably coupleable to the first post via a set of hinges, where the privacy door comprises a decompression latch arranged to engage the latch recess when the privacy door is in a closed position within the door frame, and where the decompression latch is configured to disengage from the latch recess in response to a decompression detected on a forward side of the privacy door.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority from U.S. ProvisionalApplication No. 62/628,254, filed Feb. 8, 2018, the contents of whichare incorporated by reference herein in their entirety.

FIELD

The present disclosure generally relates to an aircraft privacy door andrelated door frame assembly.

BACKGROUND

During both ground operations and flight operations of an aircraft, itmay be necessary to open the flight deck door that separates the flightdeck, or cockpit, from the cabin of the aircraft. For instance, when aflight crew is replaced during ground operations, one flight crew willleave the flight deck and another flight crew will enter the flightdeck. In the case of a passenger aircraft, this often occurs whilepassengers are deplaning and boarding, which frequently takes place nearthe front of the aircraft, adjacent to the flight deck. In suchsituations, it would be desirable to provide separation between theflight deck and the cabin of the aircraft. In some cases, a simplecurtain is drawn to separate the flight deck from the cabin area, whilethe flight crew moves in and out of the aircraft.

Similarly, during flight operations, a member of the flight crew mayneed to leave the flight deck temporarily, requiring the flight deckdoor to be opened. Again, in these situations, it would be desirable toseparate the cabin area from the flight deck when the flight deck doormust be opened during flight operations to provide the privacy,security, or both, that may be needed.

What is needed is an improved way to provide separation betweendifferent areas of an aircraft during both flight and ground operations.

SUMMARY

In one example, a method for establishing a privacy door relative to aflight deck door of an aircraft is described, where the flight deckdoor, when in a closed position, separates a flight deck area of theaircraft from a cabin area of the aircraft. The method includespositioning a door frame in the cabin area, aft of the flight deck door,where the door frame comprises a first post and a second post, and wherethe second post comprises a latch recess. The method also includescoupling the door frame to the aircraft. The method also includescoupling the privacy door to the first post via a set of hinges suchthat the privacy door, when in a closed position, separates the cabinarea into an intermediate cabin area between the privacy door and theflight deck door and a main cabin area aft of the privacy door, wherethe privacy door is rotatable via the set of hinges into theintermediate cabin area to an open position, where the privacy doorcomprises a decompression latch arranged to engage the latch recess whenthe privacy door is in the closed position, and where the decompressionlatch is configured to disengage from the latch recess in response to adecompression of the aircraft detected forward of the privacy door.

In another example, a privacy door system is described including aflight deck door, where the flight deck door, when in the closedposition, separates the flight deck area of the aircraft from the cabinarea of the aircraft. The privacy door system also includes a privacydoor disposed within the cabin area of the aircraft and aft of theflight deck door such that the privacy door, when in the closedposition, separates the cabin area into the intermediate cabin areabetween the privacy door and the flight deck door and the main cabinarea aft of the privacy door, where the privacy door further comprisesthe decompression latch. The privacy door system also includes a doorframe comprising the first post and the second post, where the privacydoor is rotatably coupled to the first post via the set of hinges suchthat the privacy door is rotatable into the intermediate cabin area tothe open position. The privacy door system also includes a latch recesspositioned within the second post, where the latch recess is arranged toengage the decompression latch of the privacy door when the privacy dooris in the closed position, and where the decompression latch isconfigured to disengage from the latch recess in response to thedecompression of the aircraft detected forward of the privacy door.

In another example, a privacy door assembly for installation in anaircraft relative to a flight deck door of the aircraft is described.The privacy door assembly includes a door frame having a first post anda second post, where the second post comprises a latch recess. Theprivacy door assembly also includes a privacy door rotatably coupleableto the first post via a set of hinges, where the privacy door comprisesa decompression latch arranged to engage the latch recess when theprivacy door is in a closed position within the door frame, and wherethe decompression latch is configured to disengage from the latch recessin response to a decompression detected on a forward side of the privacydoor.

In another example, an aircraft is described including a flight deckdoor, where the flight deck door, when in a closed position, separates aflight deck area of the aircraft from a cabin area of the aircraft. Theaircraft also includes a privacy door disposed within the cabin area ofthe aircraft and aft of the flight deck door such that the privacy door,when in a closed position, separates the cabin area into an intermediatecabin area between the privacy door and the flight deck door and a maincabin area aft of the privacy door, where the privacy door furthercomprises a decompression latch. The aircraft also includes a door framecomprising a first post and a second post, where the privacy door isrotatably coupled to the first post via a set of hinges such that theprivacy door is rotatable into the intermediate cabin area to an openposition. The aircraft also includes a latch recess positioned withinthe second post, where the latch recess is arranged to engage thedecompression latch of the privacy door when the privacy door is in theclosed position, and where the decompression latch is configured todisengage from the latch recess in response to a decompression of theaircraft detected forward of the privacy door.

In another example, a method for operation of a privacy door on anaircraft is described, wherein the aircraft comprises a flight deck doorthat, when in a closed position, separates a flight deck area of theaircraft from a cabin area of the aircraft. The method includes, beforeopening the flight deck door from the closed position, closing theprivacy door such that the privacy door is closed when the flight deckdoor is open, where the privacy door is disposed within the cabin areaof the aircraft and aft of the flight deck door such that the privacydoor, when in a closed position, separates the cabin area into anintermediate cabin area between the privacy door and the flight deckdoor and a main cabin area aft of the privacy door, where the privacydoor is rotatably coupled to a first post of a door frame via a set ofhinges, and where closing the privacy door comprises engaging adecompression latch of the privacy door with a latch recess positionedwithin a second post of the door frame. The method also includes openingthe flight deck door. The method also includes, before opening theprivacy door, closing the flight deck door such that the flight deckdoor is closed when the privacy door is open. The method also includesmanually opening the privacy door from the closed position to an openposition, where manually opening the privacy door comprises disengagingthe decompression latch from the latch recess.

The features, functions, and advantages that have been discussed can beachieved independently in various examples or may be combined in yetother examples, further details of which can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE FIGURES

The novel features believed characteristic of the illustrative examplesare set forth in the appended claims. The illustrative examples,however, as well as a preferred mode of use, further objectives anddescriptions thereof, will best be understood by reference to thefollowing detailed description of an illustrative example of the presentdisclosure when read in conjunction with the accompanying Figures.

FIG. 1 illustrates a perspective view of a privacy door relative to aflight deck door of an aircraft, according to an example implementation.

FIG. 2 illustrates a plan view of a privacy door relative to a flightdeck door of an aircraft, according to an example implementation.

FIG. 3 illustrates an exploded view of a privacy door assembly,according to an example implementation.

FIG. 4 illustrates an aft-facing view of a privacy door in a closedposition, as indicated in FIG. 2, according to an exampleimplementation.

FIG. 5 illustrates a cross-sectional view of a panel in both closed andopen positions, as indicated in FIG. 4, according to an exampleimplementation.

FIG. 6 illustrates an outboard-facing view of a privacy door in an openposition, as indicated in FIG. 2, according to an exampleimplementation.

FIG. 7 illustrates another outboard-facing view of the privacy doorshown in FIG. 6, according to an example implementation.

FIG. 8 illustrates an aft-facing view of a privacy door in a closedposition, according to an example implementation.

FIG. 9 illustrates another aft-facing view of a privacy door in a closedposition, according to an example implementation.

FIG. 10A illustrates internal components of the decompression latch andthe second post, according to an example implementation.

FIG. 10B illustrates internal components of the decompression latch andthe second post, according to an example implementation

FIG. 11 illustrates a slip pin of a door frame coupled to a ceilingbracket of an aircraft, according to an example implementation.

FIG. 12 shows a flowchart of an example method for operation of aprivacy door on an aircraft, according to an example implementation.

FIG. 13 shows a flowchart of an example method for establishing aprivacy door relative to a flight deck door of an aircraft, according toan example implementation.

DETAILED DESCRIPTION

Disclosed examples will now be described more fully with reference tothe accompanying Figures, in which some, but not all of the disclosedexamples are shown. Indeed, several different examples may be describedand should not be construed as limited to the examples set forth herein.Rather, these examples are described so that this disclosure will bethorough and complete and will fully convey the scope of the disclosureto those skilled in the art.

Examples discussed herein include systems and methods for establishingand operating a privacy door in an aircraft, relative to a flight deckdoor of the aircraft. The privacy door may be situated aft of the flightdeck door, and may be closed whenever the flight deck door needs to beopened.

By the term “about” or “substantial” and “substantially” or“approximately,” with reference to amounts or measurement values, it ismeant that the recited characteristic, parameter, or value need not beachieved exactly. Rather, deviations or variations, including, forexample, tolerances, measurement error, measurement accuracylimitations, and other factors known to those skilled in the art, mayoccur in amounts that do not preclude the effect that the characteristicwas intended to provide.

Referring now to FIGS. 1 and 2, a portion of an aircraft 400 is shown,immediately aft of the flight deck area 200, or cockpit. The aircraft400 may be, for example, a passenger aircraft, and may include a flightdeck door 104. As shown in FIGS. 1 and 2, the flight deck door 104, whenin a closed position 106, separates the flight deck area 200 of theaircraft 400 from the cabin area 300 of the aircraft 400. Similarly, theforward bulkhead 201, shown in FIGS. 1 and 2 and discussed furtherbelow, separates the flight deck area 200 from the cabin area 300 of theaircraft 400.

As noted above, it may be desirable in some situations to maintainprivacy and/or security of the flight deck area 200 and/or flight crewon the aircraft 400, including during instances where the flight deckdoor 104 may need to be moved to an open position 105. Accordingly, theaircraft 400 includes a privacy door 101 disposed within the cabin area300 of the aircraft 400 and aft of the flight deck door 104. The privacydoor 101, when in a closed position 103, separates the cabin area 300into an intermediate cabin area 301 between the privacy door 101 and theflight deck door 104, and a main cabin area 302 aft of the privacy door101. In this configuration, the privacy door 101 may be closed when theflight deck door 104 needs to be opened. The flight deck door 104 andthe privacy door 101 may together be considered part of a privacy doorsystem 100, as indicated in the perspective view of FIG. 1.

FIG. 2 shows a plan view indicating both the closed positions and theopen positions, in dashed lines, of the flight deck door 104 and theprivacy door 101. FIG. 2 shows the intermediate cabin area 301, whichmay include, for example, a lavatory 303. FIG. 2 also indicates twocross-sectional views of the privacy door 101. The first cross-sectionalview, labeled 4-4, is facing aft when the privacy door 101 is in theclosed position 103, and is detailed in FIG. 4. The secondcross-sectional view of the privacy door is labeled 6-6, and faces inthe outboard direction toward the right side of the aircraft 400, whenthe privacy door 101 is in the open position 102, and is detailed inFIG. 6.

The privacy door system 100 of the aircraft 400 further includes a doorframe 107 which, in conjunction with the privacy door 101, may beconsidered a privacy door assembly 150, as shown in the exploded view ofFIG. 3. As shown in FIG. 3, the door frame 107 may include a first post108 and a second post 109. The privacy door 101 may be rotatably coupledto the first post 108 via a set of hinges 124, such that the privacydoor 101 is rotatable into the intermediate cabin area 301 to an openposition 102, as can be seen in FIG. 2.

As shown in FIG. 3, a latch recess 111 may be positioned within thesecond post 109 of the door frame 107. The latch recess 111 is arrangedto engage a decompression latch 112 of the privacy door 101 when theprivacy door 101 is in the closed position 103. Further, thedecompression latch 112 may be configured to disengage from the latchrecess 111 in response to a decompression of the aircraft 400 detectedforward of the privacy door 101.

In some implementations, the privacy door 101 may generally remain openduring operation of the aircraft, as the cabin crew (e.g., flightattendants) move between the intermediate cabin area 301 and main cabinarea 302, and while the flight deck door 104 generally remains closed.Accordingly, in some embodiments the set of hinges 124 may include ahinge spring 125 positioned to bias the privacy door 101 from the closedposition 103 to the open position 102 when the decompression latch 112and the latch recess 111 are disengaged. As shown in FIG. 3, the set ofhinges 124 may include a hinge spring 125 in each of the multipleindividual hinges, or there may alternatively be a single hinge spring125. Further, the privacy door 101 or the door frame 107 may includeother springs or similar components to bias the privacy door 101 to theopen position 102 when the decompression latch 112 and the latch recess111 are disengaged.

As noted above, the decompression latch 112 may disengage from the latchrecess 111 in response to a decompression of the aircraft 400 detectedforward of the privacy door 101. For example, a decompression of theaircraft 400 may be detected in the flight deck area 200, which maycause higher pressure air from the main cabin area 302 to be drawnforward, toward the flight deck area 200. Because the volume of air inthe main cabin area 302 may be much larger than the volume of air in theflight deck area 200, the rate of airflow in the forward direction maybe quite high. In this situation, the decompression latch 112 maydisengage from the latch recess 111, as further discussed below,allowing the privacy door 101 to open. The flight deck door 104 may beconfigured similarly. This may allow both doors to fully open during adecompression in the flight deck area 200, which may help to reduce theforces acting on the forward bulkhead 201 as a result of thedecompression.

Alternatively, a decompression of the aircraft 400 may be detected aftof the privacy door 101. In this situation, it may not be necessary forthe privacy door 101 or the flight deck door 104 to fully open, becausea relatively smaller volume of higher pressure air from the flight deckarea 200 would be moving into the relatively larger volume of the maincabin area 302. Accordingly, as shown in FIG. 3, the privacy door 101may include a vent 140, as shown in FIG. 3. The vent 140 may include aplurality of openings 141 forming a fluid connection between theintermediate cabin area 301 and the main cabin area 302 when the privacydoor 101 is in the closed position 103. Further, the plurality ofopenings 141 may include an open area that is sufficient to convey anairflow rate from the intermediate cabin area 301 to the main cabin area302 in response to a decompression of the aircraft 400 detected aft ofthe privacy door. For example, the open area may be large enough toconvey the higher pressure air to the area of lower pressure withoutimposing excessive structural loads on the privacy door 101, the doorframe 107, and the adjacent structure of the aircraft 400. In this way,the privacy door 101 may not need to open in response to a decompressionin the main cabin area 302.

Other arrangements are also possible. For example, the privacy door 101may include an aperture 142 that is covered by a panel 143, as shown inFIGS. 4 and 5. FIG. 4 shows an aft-facing view of the privacy door 101in the closed position 103, and thus shows the forward side 133 of theprivacy door 101. FIG. 5 shows the cross-sectional view of the aperture142 and panel 143 indicated in FIG. 4. The aperture 142 may have an openarea sufficient to convey an airflow rate from the intermediate cabinarea 301 to the main cabin area 302 in response to a decompression ofthe main cabin area 302 when the privacy door is in the closed position103, as discussed above. The panel 143 may be rotatably coupled to theprivacy door 101 and may further include a panel decompression latch 146configured to engage the privacy door 101 and maintain the panel 143 inthe closed position 145 such that the panel 143 covers the aperture 142.In response to a decompression of the aircraft 400 detected aft of theprivacy door 101, the panel decompression latch 146 is furtherconfigured to disengage from the privacy door 101, and the panel 143 maybe rotatable into the main cabin area 302 from the closed position 145to an open position 144.

For instance, FIGS. 4 and 5 illustrate a panel 143 that is rototablycoupled to the privacy door 101 along the panel's bottom edge, andincludes a panel decompression latch 146 along its top edge.Accordingly, when the panel decompression latch 146 disengages from theprivacy door 101, the panel 143 rotates aft and downward, into the maincabin area 302, as seen in FIG. 5. In some embodiments, the panel 143may include a plurality of openings 141 to facilitate normal air flowbetween the intermediate cabin area 301 and the main cabin area 302 whenthe privacy door is closed. However, the plurality of openings 141 maynot have an open area sufficient to convey the airflow rate resultingfrom a decompression event, and thus the panel 143 will rotate to theopen position 144. In other implementations, the panel 143 may be solid,without any openings. Other arrangements are also possible.

FIG. 4 also illustrates a slam latch 130 that may be included in theprivacy door 101, including a lever 132 that includes a second position136, as well as a first position 135 shown in a dashed line. The slamlatch 130 and lever 132 will now be discussed in more detail withrespect to FIG. 6.

As noted above, the view shown in of FIG. 6 faces in the outboarddirection toward the right side of the aircraft 400, when the privacydoor 101 is in the open position 102. For clarity, some elements such asthe set of hinges 124 and the second post 109 are not shown in FIG. 6.As previously mentioned, the privacy door 101 may generally remain inthe open position 102 during operation of the aircraft 400. Accordingly,the privacy door 101 may include a slam latch 130 positioned to engage aslot 131 in the first post 108 of the door frame 107 when the privacydoor 101 is in the open position 102, and when the slam latch 130 is ina first position 135. The slam latch 130 may be located internallywithin the privacy door 101, and thus it is shown in a dashed line inFIG. 6.

The privacy door 101 may further include a slam latch spring 137positioned to bias the slam latch 130 toward the first post 108. Similarto the slam latch 130, the slam latch spring 137 may be contained withinthe privacy door 101. Other arrangements are also possible.

Further, the slam latch 130 may be coupled to a lever 132 positioned onthe forward side 133 of the privacy door 101. Because the view shown inFIG. 6 shows the privacy door 101 in the open position 102, itillustrates the aft side 134 of the privacy door 101. The lever 132 istherefore shown as a dashed line in FIG. 6, as it is on the oppositeside of the privacy door 101.

The lever 132 may be operable to move the slam latch 130 away from thefirst post 108 to a second position 136 so as to disengage the slamlatch 130 from the slot 131. This is shown in FIG. 7, which shows thesame view of the privacy door 101 as that shown in FIG. 6. As can beseen in FIG. 7, the slam latch spring 137 is compressed as the lever 132is moved from the first position 135 to the second position 136. Oncethe slam latch 130 is disengaged from the slot 131, the privacy door 101may be rotated from the open position 102 to the closed position 103,for example.

After disengaging the slam latch 130 from the slot 131, the lever 132may be released, and the slam latch spring 137 may bias the slam latchback toward the first post 108. This may cause the slam latch 130 toabut the first post 108 while the privacy door is rotating from the openposition 102 to the closed position 103. Therefore, in some embodiments,the first post 108 may include a cylindrical striker 138, and thecylindrical striker 138 may include the slot 131, as shown in FIGS. 6and 7. The cylindrical striker 138 may generally protect the first post108 from strikes from the slam latch 130 during opening and closing ofthe privacy door 101. Further, in an embodiment where the first post 108is square or rectangular in cross section, the cylindrical striker 138may allow the privacy door 101 to rotate more smoothly, without the tipof the slam latch 130 binding on the corners of the first post 108.

Turning now to FIGS. 8 and 9, and aft-facing view of the privacy door101 in the closed position 103 is shown. Accordingly, the forward side133 is the privacy door 101 is depicted, and the lever 132 can be seen.Further, the lever 132 is in the second position 136, as the slam latch130 is disengaged from the slot 131. The slam latch spring 137 iscompressed, and biases the slam latch 130 toward the first post 108,where the slam latch 130 abuts the cylindrical striker 138.

In some embodiments, the second post 109 includes a gate 113 movablebetween an open position 114, and a closed position 115. The closedposition 115 of the gate 113 is shown in FIG. 8, and the open position114 can be seen in FIG. 9. The gate 113 may be configured to retain thedecompression latch 112 within the latch recess 111. Further, the gate113 may be coupled to a knob 127 positioned on a forward side 110 of thesecond post 109, and the knob 127 may be operable to move the gate 113to the open position 114 such that the gate 113 does not retain thedecompression latch 112 in the latch recess 111. As shown in FIG. 9, thegate 113 and the knob 127 have moved upward, so that the decompressionlatch is free to move out of the latch recess 111.

In this arrangement, with the knob 127 positioned on the forward side110 of the second post 109, it may be possible to open the privacy door101 from the intermediate cabin area 301. Conversely, the aft side ofthe second post 109 might not include any components for operating theknob 127, or the gate 113. Thus, the privacy door 101 might not beopenable via a handle or knob from the main cabin area 302 when the gate113 is in the closed position 115, which may enhance the privacy and/orsecurity of the privacy door 101.

Nonetheless, it may be desirable to provide for the ability to open theprivacy door 101 from the main cabin area 302, should the need arise.The ability to do so may be discreet, although it may be known to thecabin crew, flight crew, or others. For example, the gate 113 may becoupled to a main cabin cable 118 extending from the second post 109 tothe main cabin area 302 of the aircraft 400. The main cabin cable 118may be operable from the main cabin area 302 to move the gate 113 fromthe closed position 115 to the open position 114 such that the gate 113does not retain the decompression latch 112 in the latch recess 111. Forinstance, the operable portion of the main cabin cable 118 may extendinto the main cabin area 302 and be located somewhere that is notreadily visible, such as behind a panel, or in a closet, among otherpossibilities.

Once the gate 113 is moved to the open position 114, the privacy door101 can be pushed open from the main cabin area 302. In someembodiments, the hinge spring 125 may bias the privacy door 101 to theopen position 102 once the gate 113 is moved to the open position 114,and decompression latch 112 is no longer engaged in the latch recess111.

In some embodiments, it may be desirable to allow for the privacy door101 to be opened from the flight deck area 200. In one example, theprivacy door 101 may be closed during flight of the aircraft 400. Forinstance, the cabin crew may disengage the slam latch 130 and close theprivacy door 101 behind them as they enter the main cabin area 302 andproceed with in-flight operations. This may allow the flight deck door104 to be opened so that the pilot can enter the intermediate cabin area301 and use the lavatory 303, for example. Once the pilot returns to theflight deck area 200 and closes the flight deck door 104, there may beno crew members in the intermediate cabin area 301 to reopen the privacydoor 101 via the knob 127. Therefore, the gate 113 may be coupled to aflight deck cable 117 extending from the second post 109 to the flightdeck area 200 of the aircraft 400. The flight deck cable 117 may beoperable from the flight deck area 200 to move the gate 113 from theclosed position 115 to the open position 114 such that the gate 113 doesnot retain the decompression latch 112 in the latch recess 111.

The privacy door system 100 discussed here may include one or both ofthe main cabin cable 118 and the flight deck cable 117. Similar to theoperation of the main cabin cable 118 discussed above, moving the gate113 to the open position 114 via the flight deck cable 117 may allow theprivacy door 101 to be pushed open from the main cabin area 302.Additionally or alternatively, the hinge spring 125 may bias the privacydoor 101 to the open position 102 once the gate 113 is moved to the openposition 114, and decompression latch 112 is no longer engaged in thelatch recess 111.

In some embodiments, the privacy door 101 may be rotated to the closedposition 103, but the gate 113 may be left in the open position 114.This may allow the privacy door 101 to be closed in situations where theflight deck door 104 will not be opened. In such embodiments, the set ofhinges 124 might not include a hinge spring 125 to bias the privacy door101 to the open position 102. Alternatively, the latch recess 111 mayinclude a minor detent to lightly engage the decompression latch 112such that the hinge spring 125 cannot rotate the privacy door 101, butsuch that a crew member can push the privacy door 101 to disengage thedecompression latch 112 from the detent.

In these implementations, the flight deck cable 117 may be operable fromthe flight deck area 200 to move the gate 113 to the closed position 115so as to retain the decompression latch 112 within the latch recess 111and lock the privacy door 101 in the closed position 103, to secure theintermediate cabin area 301 from the main cabin area 302. This may thenallow the pilot to open the flight deck door 104.

In an example embodiment shown in FIG. 10A, some internal components ofthe decompression latch 112 and the second post 109 can be seen. Forinstance, the gate 113 may be movable by the flight deck cable 117between the open position 114 and the closed position 115. With the gate113 in the open position 114, the privacy door 101 may be closed suchthat the decompression latch 112 engages with the minor detent in thelatch recess 111, in which position the privacy door 101 is closed butnot locked by the gate 113. While the privacy door 101 is closed, theflight deck cable 117 is operable from the flight deck area 200 to movethe gate 113 from the open position 114 to the closed position 115 so asto retain the decompression latch 112 in the latch recess 111 and lockthe privacy door 101 in the closed position 103. With the gate 113closed and the privacy door 101 closed, the privacy door 101 is lockedto secure the intermediate cabin area 301 from the main cabin area 302.Similarly, while the privacy door 101 is open, the flight deck cable 117is operable from the flight deck area 200 to move the gate 113 to theclosed position 115, and a crew member in the main cabin area 302 mayclose the privacy door 101 whereupon the decompression latch 112 mayretract and slide past the gate 113 into the latch recess 101 where thedecompression latch 112 is retained, to lock the privacy door 101 andsecure the intermediate cabin area 301 from the main cabin area 302.With the privacy door 101 locked, the flight crew may exit the flightdeck area 200 into the intermediate cabin area 301. To then unlock theprivacy door 101, the flight deck cable 117 is operable from the flightdeck area 200 to move the gate 113 to the open position 114 that doesnot retain the decompression latch 112 within the latch recess 111, suchthat the privacy door 101 is unlocked and can be pulled open from theintermediate cabin area 301, or pushed open from the main cabin area302, to disengage the decompression latch 112 from the minor detent inthe latch recess 111.

FIG. 10B shows a view an alternate implementation of the decompressionlatch 112 and the gate 113 in the closed position 115, including someinternal components of the decompression latch 112 and the second post109. For example, the gate 113 may additionally include a gate spring116 positioned to bias the gate 113 into the closed position 115 so asto retain the decompression latch 112 within the latch recess 111. Insome implementations, when flight crew plans to exit the flight deckarea 200 and the privacy door 101 is open, a crew member in the maincabin area 302 may close the privacy door 101, whereupon thedecompression latch 112 retracts and slides past the gate 113 into thelatch recess 111 where the decompression latch 112 is retained to lockthe privacy door 101. With the gate 113 biased into the closed position115 and the privacy door 101 closed, the privacy door 101 remains lockedto secure the intermediate cabin area 301 from the main cabin area 302,such that the flight crew may exit the flight deck area 200 into theintermediate cabin area 301. When the flight crew returns to the flightdeck area 200, the flight deck cable 117 is operable from the flightdeck area 200 to move the gate 113 to the open position 114, compressingthe gate spring 116, such that the gate 113 does not retain thedecompression latch 112 within the latch recess 111. Thereafter, and asnoted in examples above, the privacy door 101 may be moved to the openposition 102 via the hinge spring 125 biasing the door open (absent anydetent in the latch recess 111 to engage decompression latch 112).Similarly, moving the gate 113 to the open position 114 via operation ofthe knob 127, or via operation of the main cabin cable 118, as discussedin the examples above, may also involve compression the gate spring 116.

As noted above, the decompression latch 112 may be configured todisengage from the latch recess 111 in response to a decompression ofthe aircraft 400 detected forward of the privacy door 101. In someembodiments, as shown in FIGS. 10A and 10B, the privacy door 101 mayinclude a decompression spring 126 positioned to bias the decompressionlatch 112 toward the first post 108 so as to disengage the decompressionlatch 112 from the latch recess 111. For instance, the decompressionspring 126 may be retained by a pin or a similar structure that isreleased when the forward decompression is detected, which may thenallow the decompression spring 126 to bias the decompression latch 112out of the latch recess 111.

One useful feature of the privacy door assembly 150 is that it may bepossible to retrofit the door frame 107 and privacy door 101 into anexisting aircraft 400. However, it may be desirable in such situationsto minimize the additional structural loads that may be imposed on theaircraft 400 by the privacy door assembly 150. For instance, if the doorframe 107 is connected to both the floor and ceiling of the aircraft 400with fixed connections, then some otherwise expected deflections in thefloor structure of the aircraft 400, for example, may induce additionalloads at the ceiling structure, transferred by the door frame 107, thatotherwise would not be present.

Therefore, the door frame 107 may be installed such that one or more ofthe connections to the aircraft 400 maintains at least one degree offreedom of movement, to reduce the load transfer along the door frame107. For example, and with reference to FIG. 11, the door frame 107 mayinclude a connector 119 for coupling the door frame 107 to an adjacentstructure 120 of the aircraft 400. The connector 119, when coupled tothe adjacent structure 120 of the aircraft 400, may provide at least onedegree of freedom of movement for the door frame 107 with respect to theadjacent structure 120.

For instance, as shown in the example of FIG. 11, the connector 119 mayinclude a slip pin 121 positioned at an upper end 122 of the first post108, and the adjacent structure 120 may comprises a ceiling bracket 123of the aircraft 400. The slip pin 121, when coupled to the ceilingbracket 123, may include at least two degrees of freedom of movement forthe door frame 107 with respect to the ceiling bracket 123. In theexample shown in FIG. 11, the slip pin 121 is free to move bothvertically and from left to right in the ceiling bracket 123. In thisway, any slight deflections of the floor of the aircraft 400, where thedoor frame 107 may have be fixed, might not cause an additionalstructural load on the ceiling bracket 123, by way of the door frame107.

Referring now to FIG. 12, a flowchart of a method 500 for operation of aprivacy door on an aircraft is shown, according to an exampleimplementation. Method 500 shown in FIG. 12 presents an example of amethod that, for instance, could be used with the privacy door 101 onthe aircraft 400, as shown in FIGS. 1-11 and discussed above. It shouldbe understood that for this and other processes and methods disclosedherein, flowcharts show functionality and operation of one possibleimplementation of present examples. Alternative implementations areincluded within the scope of the examples of the present disclosure, inwhich functions may be executed out of order from that shown ordiscussed, including substantially concurrently, depending on thefunctionality involved, as would be understood by those reasonablyskilled in the art.

At block 502, the method 500 includes, before opening the flight deckdoor 104 from the closed position 106, closing the privacy door 101 suchthat the privacy door 101 is closed when the flight deck door 104 isopen. As discussed above, the aircraft 400 includes a flight deck door104 that, when in a closed position 106, separates a flight deck area200 of the aircraft 400 from a cabin area 300 of the aircraft 400. Theprivacy door 101 is disposed within the cabin area 300 of the aircraft400 and aft of the flight deck door 104 such that the privacy door 101,when in a closed position 103, separates the cabin area 300 into anintermediate cabin area 301 between the privacy door 101 and the flightdeck door 104 and a main cabin area 302 aft of the privacy door 101. Asnoted previously, the privacy door 101 may be rotatably coupled to afirst post 108 of a door frame 107 via a set of hinges 124. Further,closing the privacy door 101 may include engaging a decompression latch112 of the privacy door 101 with a latch recess 111 positioned within asecond post 109 of the door frame 107.

For example, during ground operations when a flight crew first entersthe aircraft 400, the flight crew may enter the intermediate cabin area301, and then close the privacy door 101 behind them before opening theflight deck door 104 to enter the flight deck 200. As another example,during flight operations, the pilot of the aircraft 400 may contact thecabin crew from the flight deck area 200 over an intercom or similarcommunications device, and let the cabin crew know the flight deck door104 needs to be opened. The cabin crew may then close the privacy door101, as discussed in the examples above.

Further, closing the privacy door 101 may include first operating thelever 132 to move the slam latch 130 away from the first post 108, fromthe first position 135 to the second position 136. This may disengagethe slam latch 130 from the slot 131, before rotating the privacy door101 to the closed position 103, as shown in FIG. 8.

At block 504, the method 500 includes opening the flight deck door 104.For example, the flight crew may open the flight deck door 104 for thereasons discussed above, including the rotation of flight crew betweenflights, or if the flight crew needs to exit the flight deck area 200during flight operations.

At block 506, the method 500 includes, before opening the privacy door101, closing the flight deck door 104 such that the flight deck door 104is closed when the privacy door 101 is open. In this way, the flightcrew and the cabin crew can maintain a privacy and security barrierbetween the main cabin area 302 and the flight deck area 200 bymaintaining either the flight deck door 104 or the privacy door 101 in aclosed position while the other door is open.

At block 508, the method 500 includes manually opening the privacy door101 from the closed position 103 to the open position 102. As notedabove, manually opening the privacy door 101 may include disengaging thedecompression latch 112 from the latch recess 111. In someimplementations, the set of hinges 124 may include a hinge spring 125,which may bias the privacy door 101 to the open position after thedecompression latch 112 is disengaged from the latch recess 111.

As discussed above and as shown in FIGS. 6-8, the privacy door 101 mayinclude a slam latch 130 positioned to engage a slot 131 in the firstpost 108 of the door frame 107 when the privacy door 101 is in the openposition 102 and when the slam latch 130 is in a first position 135.Accordingly, manually opening the privacy door 101 from the closedposition 103 to the open position 102 may include engaging the slamlatch 130 within the slot 131.

Further, the slam latch 130 may include a slam latch spring 137, andengaging the slam latch 130 within the slot 131 may include biasing theslam latch 130 toward the first post 108 and into the slot 131 via theslam latch spring 137. In some implementations, the slam latch spring137 may not be included in the privacy door 101, and engaging the slamlatch 130 within the slot 131 may alternatively include operating thelever 132 to move the slam latch to the first position 135 to engage theslam latch 130 within the slot 131.

In some embodiments, the first post 108 may include a cylindricalstriker 138, which may include the slot 131. In such embodiments,closing the privacy door 101 may include biasing the slam latch 130toward the first post 108 via the slam latch spring 137 such that theslam latch 130 abuts the cylindrical striker 138, as discussed above.

To facilitate the manual opening of the privacy door 101, the secondpost 109 may include a gate 113 that is movable between an open position114 and a closed position 115 configured to retain the decompressionlatch 112 within the latch recess 111, as discussed above and shown inFIGS. 8-9. Further, the gate 113 may be coupled to a knob 127 that ispositioned on a forward side 110 of the second post 109. Accordingly, insome examples, manually opening the privacy door 101 at block 508 of themethod 500 may include operating the knob 127 to move the gate 113 fromthe closed position 115 to the open position 114 so that the gate 113does not retain the decompression latch 112 within the latch recess 111.The privacy door 101 may then be pulled open from within theintermediate cabin area 301 using the knob 127, for example.Alternatively, the hinge spring 125 may bias the privacy door 101 to theopen position 102 once the decompression latch 112 is no longer retainedwithin the latch recess 111.

Further, although it may not be part of the normal operation of theprivacy door 101, it may be possible to manually open the privacy door101 from the main cabin area 302 as well, according to the examplesdiscussed above. In particular, the gate 113 may be coupled to a maincabin cable 118 extending from the second post 109 to the main cabinarea 302 of the aircraft 400, as shown in FIGS. 8-9. Thus, in someembodiments, manually opening the privacy door 101 at block 508 of themethod 500 may include operating the main cabin cable 118 from the maincabin area 302 to move the gate 113 from the closed position 115 to theopen position 114 in which the gate 113 does not retain thedecompression latch 112 in the latch recess 111. As discussed above, theoperable portion of the main cabin cable 118 may be discreetly locatedwithin the main cabin area 302.

In some implementations, the privacy door 101 may also be manuallyopenable from the flight deck area 200, as previously discussed. Forinstance, the gate 113 may be coupled to a flight deck cable 117extending from the second post 109 to the flight deck area 200 of theaircraft 400, as shown in FIGS. 8-9. Accordingly, in some examples,manually opening the privacy door 101 at block 508 of the method 500 mayinclude operating the flight deck cable 117 from the flight deck area200 to move the gate 113 to the open position 114 such that the gate 113does not retain the decompression latch 112 in the latch recess 111. Asdiscussed above, the privacy door 101 may then be biased to the openposition 102 by the hinge spring 125, or it may be pushed or pulled openby a member of the cabin crew. Further, the gate 113 may include a gatespring 116 to bias the gate 113 to the closed position 115, as shown inFIG. 10B. Accordingly, moving the gate 113 to the open position 114 inthe examples above may involve compressing the gate spring 116.

Additionally, the flight deck cable 117 may also be operable to move thegate 113 to the closed position 115, as described in the examples above.Therefore, it is also possible that closing the privacy door 101 atblock 502 of the method 500 may involve operating the flight deck cable117 from the flight deck area 200 to move the gate 113 to the closedposition 115 such that the gate 113 retains the decompression latch 112in the latch recess 111, to thereby lock the privacy door 101 in theclosed position 103 and secure the intermediate cabin area 301 from themain cabin area 302.

As noted above, the privacy door 101 may be configured to respond to adecompression event on the aircraft 400 during flight operations. Forexample, the method 500 for operation of the privacy door 101 mayfurther include the steps of detecting a decompression of the aircraft400 forward of the privacy door 101 when the privacy door 101 is in theclosed position 103. Further, in response to the detected decompressionof the aircraft 400 forward of the privacy door 101, the method 500 mayinclude automatically disengaging the decompression latch 112 from thelatch recess 111.

In some implementations, as shown in FIGS. 10A and 10B, the privacy door101 may include a decompression spring 126. In such implementations,automatically disengaging the decompression latch 112 from the latchrecess 111 may include biasing the decompression latch 112 toward firstpost 108 via the decompression spring 126 such that decompression latch112 disengages the latch recess 111.

As mentioned in previous examples, the privacy door 101 may also beconfigured to respond to a decompression aft of the privacy door 101.For instance, as shown in FIGS. 4-5, the privacy door 101 may include apanel 143 having a panel decompression latch 146 configured to engagethe privacy door 101 and maintain the panel 143 in a closed position 145such that the panel 143 covers an aperture 142 in the privacy door 101.

In this arrangement, the method 500 for operation of the privacy door101 may further include detecting a decompression of the aircraft 400aft of the privacy door 101 when the privacy door 101 is in the closedposition 103. In response to the detected decompression of the aircraft400 aft of the privacy door 101, the method 500 may include disengagingthe panel decompression latch 146 from the privacy door 101. Forinstance, the panel decompression latch 146 may disengage from theprivacy door 101 in a similar manner to the decompression latch 112discussed above.

Further, in some embodiments, the panel 143 may be rotatably coupled tothe privacy door 101. In such embodiments, and in response to thedetected decompression of the aircraft 400 aft of the privacy door 101,the method 500 may further include rotating the panel 143 into the maincabin area 302 to an open position 144 such that the aperture 142conveys an airflow rate from the intermediate cabin area 301 to the maincabin area 302, as shown in FIG. 5 and discussed in the examples above.

Referring now to FIG. 13, a flowchart of a method 600 for establishing aprivacy door relative to a flight deck door of an aircraft is shown,according to an example implementation. Method 600 shown in FIG. 13presents an example of a method that, for instance, could be performedby the privacy door system 100, as shown in FIGS. 1-11 and discussedabove. It should be understood that for this and other processes andmethods disclosed herein, flowcharts show functionality and operation ofone possible implementation of present examples. In this regard, eachblock in the flowchart may represent a module, a segment, or a portionof program code, which includes one or more instructions executable by aprocessor for implementing or causing specific logical functions orsteps in the process. For example, the method 600 may be implemented byone or more computing devices of a robotic assembly system. Alternativeimplementations are included within the scope of the examples of thepresent disclosure, in which functions may be executed out of order fromthat shown or discussed, including substantially concurrently, dependingon the functionality involved, as would be understood by thosereasonably skilled in the art.

At block 602, the method 600 includes positioning a door frame, such asthe door frame 107 shown in FIGS. 1 and 3, in the cabin area 300 of theaircraft 400, aft of the flight deck door 104. The door frame 107 is apart of the privacy door system 100, as indicated in FIG. 1, which alsoincludes the flight deck door 104 and the privacy door 101, along withsome or all of the additional features described in the examples above.

As previously described, the flight deck door 104, when in a closedposition 106, separates a flight deck area 200 of the aircraft 400 froma cabin area 300 of the aircraft 400. Further, the door frame 107 mayinclude a first post 108 and a second post 109, and the second post 109may include a latch recess 111, as shown in FIG. 3.

At block 604, the method 600 includes coupling the door frame 107 to theaircraft 400. To facilitate this, the door frame 107 may include aconnector 119 for coupling the door frame 107 to an adjacent structure120 of the aircraft 400. As discussed above it may be desirable tocouple the door frame 107 to the aircraft 400 in such a way that thelikelihood of the door frame 107 imposing additional structural loads onthe aircraft 400 is reduced. Consequently, coupling the door frame 107to the aircraft 400 may include coupling the connector 119 to theadjacent structure 120 such that the door frame 107 maintains at leastone degree of freedom of movement with respect to the adjacent structure120.

In some implementations, as shown in FIG. 11, the connector 119 mayinclude a slip pin 121 positioned at an upper end 122 of the first post108, and the adjacent structure 120 may include a ceiling bracket 123.Accordingly, coupling the connector 119 to the adjacent structure 120may include coupling the slip pin 121 to the ceiling bracket 123 suchthat the door frame 107 maintains at least two degrees of freedom ofmovement with respect to the ceiling bracket 123, as discussed above.

At block 606, the method 600 includes coupling the privacy door 101 tothe first post 108 via a set of hinges 124 such that the privacy door101, when in a closed position 103, separates the cabin area 300 into anintermediate cabin area 301 between the privacy door 101 and the flightdeck door 104 and a main cabin area 302 aft of the privacy door 101. Theprivacy door 101 is rotatable via the set of hinges 124 into theintermediate cabin area 301 to an open position 102. Further, theprivacy door 101 may include a decompression latch 112 as discussed inthe examples above, configured to disengage from the latch recess 111 inthe first post 108 in response to a decompression of the aircraft 400detected forward of the privacy door 101.

As noted previously, and as shown in FIG. 8-9, the second post 109 mayinclude a gate 113 that is movable between an open position 114 and aclosed position 115 configured to retain the decompression latch 112within the latch recess 111. The second post 109 may further include aknob 127 for moving the gate 113 to the open position 114 and thenopening the privacy door 101 from the intermediate cabin area 301. Insome embodiments, it may also be desirable to be able to move the gate113 to the open position from the main cabin area 302. Accordingly, themethod 600 may further include extending a main cabin cable 118 from thegate 113 through the second post 109 and into the main cabin area 302such that the main cabin cable 118 is operable from the main cabin area302 to move the gate 113 from the closed position 115 to the openposition 114, such that the gate 113 does not retain the decompressionlatch 112 in the latch recess 111. As discussed above, the main cabincable 118 may be extended to a discreet location within the main cabinarea 302.

Similarly, the method 600 may include extending a flight deck cable 117from the gate 113 into the flight deck area 200 such that the flightdeck cable 117 is operable from the flight deck area 200 to move thegate 113 to the open position 114 such that the gate 113 does not retainthe decompression latch 112 in the latch recess 111.

In some embodiments, the flight deck cable 117 may be extended into theflight deck area 200 such that the flight deck cable 117 is operablefrom the flight deck area 200 to move the gate 113 to the closedposition 115 so as to retain the decompression latch 112 in the latchrecess 111 and lock the privacy door 101 in the closed position 103,securing the intermediate cabin area 301 from the main cabin area 302aft of the privacy door 101. This functionality may be provided inaddition to, or as an alternative to, the operation of the flight deckcable 117 to move the gate 113 to the open position 114.

As discussed in some of the implementations above, the privacy door 101may include a slam latch 130, as shown in FIGS. 6-8. The slam latch 130may be positioned to engage a slot 131 in the first post 108 of the doorframe 107 when the privacy door 101 is in the open position 102 and theslam latch 130 is in a first position 135. Accordingly, after couplingthe privacy door 101 to the first post 108 via the set of hinges 124,the method 600 may include rotating the privacy door 101 to the openposition 102 and engaging the slam latch 130 within the slot 131.

In some embodiments, as previously mentioned, the method the slam latch130 may be coupled to a lever 132 positioned on a forward side 133 ofthe privacy door 101. In such embodiments, the method 600 may furtherinclude operating the lever 132 to move the slam latch 130 away from thefirst post 108 to a second position 136. As discussed above and shown inFIGS. 6-7, moving the slam latch 130 to the second position 136disengages the slam latch 130 from the slot 131.

As mentioned above, the method 600 may be performed by the privacy doorsystem 100. In addition to the features discussed with respect to theperformance of method 600, the privacy door system 100 may includeadditional features as discussed in the other examples above. Forinstance, the privacy door 101 may be rotatably coupled to the doorframe 107 via a set of hinges 124. In some embodiments, the set ofhinges 124 includes a hinge spring 125 positioned to bias the privacydoor 101 from the closed position 103 to the open position 102 when thedecompression latch 112 and the latch recess 111 are disengaged.

Further, the slam latch 130 discussed above with respect to method 600may further include a slam latch spring 137 positioned to bias the slamlatch 130 toward the first post 108. Further, the first post 108 mayinclude a cylindrical striker 138, which may include the slot 131.

As discussed in previous examples, the privacy door system 100 mayinclude features that may allow air to flow from an area of highpressure to an area of low pressure, in the event of a decompression ofthe aircraft 400. For instance, the privacy door 101 may include adecompression spring 126, as shown in FIGS. 10A and 10B, that ispositioned to bias the decompression latch 112 toward the first post 108so as to disengage the decompression latch 112 from the latch recess 111in response to the decompression of the aircraft 400 detected forward ofthe privacy door 101.

The privacy door system 100 may also provide for airflow in the event ofan aft decompression. For example, the privacy door 101 may include avent 140, as shown in FIG. 3. The vent 140 may include a plurality ofopenings 141 forming a fluid connection between the intermediate cabinarea 301 and the main cabin area 302 when the privacy door 101 is in theclosed position 103. The plurality of openings 141 may include an openarea sufficient to convey an airflow rate from the intermediate cabinarea 301 to the main cabin area 302 in response to a decompression ofthe aircraft 400 detected aft of the privacy door 101, as discussedabove.

Alternatively, the privacy door 101 may include an aperture 142 havingan open area sufficient to convey an airflow rate from the intermediatecabin area 301 to the main cabin area 302 in response to a decompressionof the main cabin area 302 when the privacy door 101 is in the closedposition 103. As shown in FIGS. 4-5 and discussed in above, a panel 143may be rotatably coupled to the privacy door 101, and the panel 143 mayinclude a panel decompression latch 146 configured to engage the privacydoor 101 and maintain the panel 143 in a closed position 145 such thatthe panel 143 covers the aperture 142.

The panel decompression latch 146 may be configured to disengage fromthe privacy door 101 in response to a decompression of the aircraft 400detected aft of the privacy door 101, as noted previously. Further, thepanel 143 may be rotatable into the main cabin area 302 from the closedposition 145 to an open position 144.

As discussed above, the privacy door system 100 may be established in anexisting aircraft 400, through a retrofit installation of the privacydoor assembly 150 shown in FIG. 3. In this way, the privacy doorassembly 150 may be viewed as an installation kit, which may havestandard dimensions that are compatible with multiple models of aircraft400 within a given fleet.

The privacy door assembly 150 may include a door frame 107, such as thedoor frame 107 shown in FIG. 3, which includes a first post 108 and asecond post 109, where the second post 109 comprises a latch recess 111.The privacy door assembly 150 also includes a privacy door 101 rotatablycoupleable to the first post 108 via a set of hinges 124. The privacydoor 101 further includes a decompression latch 112 arranged to engagethe latch recess 111 when the privacy door 101 is in a closed position103 within the door frame 107. Additionally, the decompression latch 112may be configured to disengage from the latch recess 111 in response toa decompression detected on a forward side 133 of the privacy door 101,similar to the examples discussed above.

As above, the set of hinges 124 in the privacy door assembly 150 mayinclude a hinge spring 125 positioned to bias the privacy door 101 fromthe closed position 103 to an open position 102 when the decompressionlatch 112 and the latch recess 111 are disengaged.

Further, the privacy door assembly 150 may include a slam latch 130 asdiscussed above and as generally shown in FIGS. 6-8. The slam latch 130may be positioned in the privacy door 101 to engage a slot 131 in thefirst post 108 of the door frame 107 when the privacy door 101 is in theopen position 102 and when the slam latch 130 is in a first position135. The slam latch 130 may be coupled to a lever 132 positioned on aforward side 133 of the privacy door 101. As in previous examples, thelever 132 is operable to move the slam latch 130 away from the firstpost 108 to a second position 136 so as to disengage the slam latch 130from the slot 131.

The privacy door 101 of the privacy door assembly 150 may furtherinclude a slam latch spring 137 positioned to bias the slam latch 130toward the first post 108. As in the examples above, the first post 108may include a cylindrical striker 138, and the cylindrical striker 138may include the slot 131.

The privacy door assembly 150 may also include, as a part of the secondpost 109, a gate 113 movable between an open position 114, and a closedposition 115 configured to retain the decompression latch 112 within thelatch recess 111, as shown in FIGS. 8-9 and discussed above. The gate113 may be coupled to a knob 127 positioned on a forward side 110 of thesecond post 109, and the knob 127 may be operable to move the gate 113to the open position 114 such that the gate 113 does not retain thedecompression latch 112 within the latch recess 111.

Further, the privacy door assembly 150 may include a flight deck cable117 coupleable to the gate 113 and extendable from the second post 109forward of the privacy door 101. The flight deck cable 117 may beoperable to move the gate 113 from the open position 114 to the closedposition 115 so as to retain the decompression latch 112 within thelatch recess 111 and lock the privacy door 101 in the closed position103. Additionally or alternatively, the flight deck cable 117 may beoperable to move the gate 113 from the closed position 115 to the openposition 114 such that the gate 113 does not retain the decompressionlatch 112 in the latch recess 111.

In some implementations, the privacy door assembly 150 may include amain cabin cable 118 coupleable to the gate 113 and extendable from thesecond post 109 aft of the privacy door 101. The main cabin cable 118may be operable to move the gate 113 from the closed position 115 to theopen position 114 such that the gate 113 does not retain thedecompression latch 112 within the latch recess 111. Further, the gate113 may include a gate spring 116 to bias the gate 113 to the closedposition 115. Accordingly, moving the gate 113 to the open position 114in the examples discussed above may include compression the gate spring116.

The privacy door assembly 150 may also include the decompressionconsiderations noted above. For instance, the privacy door 101 of theprivacy door assembly 150 may include a decompression spring 126 asshown in FIGS. 10A and 10B. The decompression spring 126 may bepositioned to bias the decompression latch 112 toward the first post 108so as to disengage the decompression latch 112 from the latch recess 111in response to the decompression detected on the forward side 133 of theprivacy door 101.

The privacy door 101 of the privacy door assembly 150 may also includethe vent 140, including the plurality of openings 141, as shown in FIG.3 and discussed above. In some other embodiments, the privacy door 101may include an aperture 142, and a panel 143 rotatably coupled to theprivacy door 101, as shown in FIGS. 4-5. The panel 143 may include apanel decompression latch 146 configured to engage the privacy door 101and maintain the panel 143 in a closed position 145 such that the panel143 covers the aperture 142. Further the panel 143 may be rotatable fromthe closed position 145 to an open position 144 on an aft side 134 ofthe privacy door 101. Additionally, the panel decompression latch 146may be configured to disengage from the privacy door 101 in response toa decompression detected on the aft side 134 of the privacy door 101.

The description of the different advantageous arrangements has beenpresented for purposes of illustration and description, and is notintended to be exhaustive or limited to the examples in the formdisclosed. Many modifications and variations will be apparent to thoseof ordinary skill in the art. Further, different advantageous examplesmay describe different advantages as compared to other advantageousexamples. The example or examples selected are chosen and described inorder to explain the principles of the examples, the practicalapplication, and to enable others of ordinary skill in the art tounderstand the disclosure for various examples with variousmodifications as are suited to the particular use contemplated.

What is claimed is:
 1. An aircraft comprising: a flight deck door,wherein the flight deck door, when in a closed position, separates aflight deck area of the aircraft from a cabin area of the aircraft; aprivacy door disposed within the cabin area of the aircraft and aft ofthe flight deck door such that the privacy door, when in a closedposition, separates the cabin area into an intermediate cabin areabetween the privacy door and the flight deck door and a main cabin areaaft of the privacy door, wherein the privacy door further comprises adecompression latch; a door frame comprising a first post and a secondpost, wherein the privacy door is rotatably coupled to the first postvia a set of hinges such that the privacy door is rotatable into theintermediate cabin area to an open position; and a latch recesspositioned within the second post, wherein the latch recess is arrangedto engage the decompression latch of the privacy door when the privacydoor is in the closed position, and wherein the decompression latch isconfigured to disengage from the latch recess in response to adecompression of the aircraft detected forward of the privacy door. 2.The aircraft of claim 1, wherein the set of hinges includes a hingespring positioned to bias the privacy door from the closed position tothe open position when the decompression latch and the latch recess aredisengaged.
 3. The aircraft of claim 1, wherein the privacy doorcomprises a slam latch positioned to engage a slot in the first post ofthe door frame when the privacy door is in the open position and whenthe slam latch is in a first position, wherein the slam latch is coupledto a lever positioned on a forward side of the privacy door, and whereinthe lever is operable to move the slam latch away from the first post toa second position so as to disengage the slam latch from the slot. 4.The aircraft of claim 3, wherein the privacy door further comprises aslam latch spring positioned to bias the slam latch toward the firstpost.
 5. The aircraft of claim 3, wherein the first post comprises acylindrical striker, wherein the cylindrical striker comprises the slot.6. The aircraft of claim 1, wherein the privacy door further comprises adecompression spring positioned to bias the decompression latch towardthe first post so as to disengage the decompression latch from the latchrecess in response to the decompression of the aircraft detected forwardof the privacy door.
 7. The aircraft of claim 1, wherein the second postincludes a gate movable between an open position and a closed positionconfigured to retain the decompression latch within the latch recess,wherein the gate is coupled to a knob positioned on a forward side ofthe second post, and wherein the knob is operable to move the gate tothe open position such that the gate does not retain the decompressionlatch in the latch recess.
 8. The aircraft of claim 7, wherein the gateis coupled to a flight deck cable extending from the second post to theflight deck area of the aircraft, and wherein the flight deck cable isoperable from the flight deck area to move the gate to the closedposition so as to retain the decompression latch within the latch recessand lock the privacy door in the closed position, to secure theintermediate cabin area from the main cabin area.
 9. The aircraft ofclaim 7, wherein the gate is coupled to a flight deck cable extendingfrom the second post to the flight deck area of the aircraft, andwherein the flight deck cable is operable from the flight deck area tomove the gate from the closed position to the open position such thatthe gate does not retain the decompression latch in the latch recess.10. The aircraft of claim 7, wherein the gate is coupled to a main cabincable extending from the second post to the main cabin area of theaircraft, and wherein the main cabin cable is operable from the maincabin area to move the gate from the closed position to the openposition such that the gate does not retain the decompression latch inthe latch recess, to enable the privacy door to be opened from the maincabin area.
 11. The aircraft of claim 7, wherein the gate comprises agate spring positioned to bias the gate into the closed position so asto retain the decompression latch within the latch recess when theprivacy door is in the closed position.
 12. The aircraft of claim 7,wherein the gate, in the closed position, is configured to lock theprivacy door in the closed position to secure the intermediate cabinarea from the main cabin area.
 13. The aircraft of claim 7, wherein theknob is accessible from the intermediate cabin area.
 14. The aircraft ofclaim 1, wherein the privacy door further comprises a vent having aplurality of openings forming a fluid connection between theintermediate cabin area and the main cabin area when the privacy door isin the closed position, and wherein the plurality of openings comprisean open area sufficient to convey an airflow rate from the intermediatecabin area to the main cabin area in response to a decompression of theaircraft detected aft of the privacy door.
 15. The aircraft of claim 1,wherein the privacy door further comprises: an aperture having an openarea sufficient to convey an airflow rate from the intermediate cabinarea to the main cabin area in response to a decompression of the maincabin area when the privacy door is in the closed position; and a panelrotatably coupled to the privacy door, wherein the panel comprises apanel decompression latch configured to engage the privacy door andmaintain the panel in a closed position such that the panel covers theaperture, wherein the panel is rotatable into the main cabin area fromthe closed position to an open position, and wherein the paneldecompression latch is further configured to disengage from the privacydoor in response to a decompression of the aircraft detected aft of theprivacy door.
 16. The aircraft of claim 1, wherein the door framecomprises a connector for coupling the door frame to an adjacentstructure of the aircraft, wherein the connector, when coupled to theadjacent structure of the aircraft, provides at least one degree offreedom of movement for the door frame with respect to the adjacentstructure.
 17. The aircraft of claim 16, wherein the connector comprisesa slip pin positioned at an upper end of the first post and wherein theadjacent structure comprises a ceiling bracket, and wherein the slippin, when coupled to the ceiling bracket, comprises at least two degreesof freedom of movement for the door frame with respect to the ceilingbracket.
 18. The aircraft of claim 1, wherein the privacy door furthercomprises: an aperture having an open area sufficient to convey anairflow rate from the intermediate cabin area to the main cabin area inresponse to a decompression of the main cabin area when the privacy dooris in the closed position.
 19. The aircraft of claim 18, wherein theprivacy door further comprises: a panel rotatably coupled to the privacydoor, wherein the panel comprises a panel decompression latch configuredto engage the privacy door and maintain the panel in a closed positionsuch that the panel covers the aperture.
 20. The aircraft of claim 19,wherein the panel is rotatable into the main cabin area from the closedposition to an open position, and wherein the panel decompression latchis further configured to disengage from the privacy door in response toa decompression of the aircraft detected aft of the privacy door.